Multimodal Connections –Potential Shared Markings

Shared Lane Markings (Sharrows) A shared lane bicycle marking or “sharrow” is a roadway pavement marking that is placed within the travel lane to indicate that a bicyclist may use the full travel lane. In addition to serving as a visual reminder that bicyclists share the , shared lane markings help assist bicyclists with lateral positioning (line‐of‐travel) on that are too narrow for an automobile and bicycle to travel side‐by‐side. They may also be used on streets with on‐ parallel parking to help reduce the chance of a bicyclist being impacted by the open door of a parked vehicle, often known as “dooring.” While they do not provide a dedicated space for bicyclists, like a bicycle lane does, shared lane markings have been found to be an effective tool in increasing awareness and safety for bicyclists along the street.

Bicycle Bicycle boulevards are low‐volume, low‐speed streets that have been modified to encourage bicycle and pedestrian travel. Bicycle boulevards typically use neighborhood/local streets and may include calming treatments, special signing and pavement markings, and crossing treatments. The intention of a bicycle is to provide a comfortable, convenient, and attractive environment for pedestrians and bicyclists of all ages and experience levels. Bicycle boulevards often have a distinctive look and ambiance to indicate that the street prioritizes bicycle and pedestrian travel. They also inform pedestrians and bicyclists that the route is a comfortable means of traveling across town.

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April 2015 Multimodal Connections –Potential Bicycle

Bicycle Lanes A bicycle lane is a portion of a roadway (typically 5‐feet) that has been designated by striping, signing, and pavement markings for the preferential or exclusive use of bicyclists. Bicycle lanes enable bicyclists to travel at their preferred speed and help facilitate predictable behavior and movements between bicyclists and motorists.

Buffered and Protected Bicycle Lanes Buffered bicycle lanes are conventional bicycle lanes with a designated “buffer” space separating the bicycle lane from the adjacent travel lane and are designed to provide bicyclists with a more protected and comfortable space than a conventional bicycle lane. Typically the buffered area consists of a striped or cross‐hatched area between the travel lane and the bicycle lane and is sometimes placed between the bicycle lane and on‐street parking to help prevent bicycle‐door conflicts.

Protected bicycle lanes provide bicyclists with a more protected and comfortable riding space by providing a physical barrier between the bicycle and travel lanes. The physical barrier used to protect the bicycle lane can vary and may include plastic , low‐profile raised bumps (armadillos), landscape planters, raised , or barrier walls. Ultimately, the role of the barrier is to provide bicyclists added protection from moving automobiles and opening doors. Recent research suggests that protected bicycle lanes can both improve bicyclists’ level of comfort and safety and potentially increase the number of people riding bikes.

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April 2015 Multimodal Connections –Potential Multi‐Use Paths

Multi‐Use Recreational Trails A multi‐use recreational trail (MURT) is a physically separated (from motor vehicle traffic) pathway that can be located within either the roadway right‐of‐way or within an independent right‐of‐way. MURTs include bicycle paths, rail‐trails, or other facilities built for bicycle and pedestrian use. MURTs provide connections for both transportation and recreational uses and since the do not share space with motorized vehicles they are regarded as low‐stress facilities that attract a variety of users with a wide range of skills. MURTs are typically between 8 and 12 feet wide, and while they may be located adjacent to a roadway they are not intended to serve as substitutes for on‐street facilities (i.e., bicycle lanes); roadways being considered for MURTs should also be evaluated for inclusion of bicycle lanes or shared lane markings if they do not already exist.

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April 2015 Multimodal Connections –Potential and Intersection/Crossing Enhancements

Complete Streets Complete streets are designed and operated to enable safe access for all users of all ages and abilities, including pedestrians, bicyclists, transit users, and motorists. Complete street projects look to balance safety and convenience for all users.

One technique in providing a complete street is to perform a “road diet”. Road diets involve repurposing a travel lane or altering travel lane widths to provide adequate facilities for all roadway users.

Intersection and Crossing Enhancements Intersection and crossing enhancements serve to benefit pedestrians, bicyclists, and drivers. Enhancements may include the construction of , right‐turn pedestrian islands, pedestrian sleeves, bulb‐outs, and/or marking crosswalks at signalized and non‐signalized locations.

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April 2015 City of Sarasota –Potential Multimodal Connections

UNIVERSITY PKWY

BAYSHORE RD MYRTLE ST

ORANGE AVE

17TH ST

12TH ST

LIME AVE

FRUITVILLE RD

LEGACY TRAIL EXT.

MOUND ST

RINGLING CSWY BAHIA VISTA ST

ORANGE AVE

SHADE AVE

WEBBER ST OSPREY AVE DRAFT SCHOOL AVE SIESTA DR

BEE RIDGE RD

April 2015 Potential Multimodal Connections Prioritization

Potential Multimodal Connections Priority

1US 41/North Tamiami Trail –Downtown (Gulf Stream Ave) to North City Limit

2US 41/South Tamiami Trail –City Limit to US 301/Washington Blvd

3 Legacy Trail – Beneva Rd to Fruitville Rd

4 Rail‐Trail – Fruitville Rd to University Pkwy

5St. Armands – Washington Dr and John Ringling Blvd

6 Coon Key Trail – Washington Dr to Bird Key

7 Bayfront MURT Enhancements – Indian Beach Dr/Bayshore Dr

Downtown Enhancements – Palm Ave, Pineapple Ave, 1st St, State St, 8 Alderman St, and Main St

9 Ringling Blvd – Pineapple Ave to Lime Ave

10 Oak St –Osprey Ave to US 301/Washington Blvd

11 Central Ave –1st St to 10th St

12 US 41/Mound St – Bayfront Dr to Osprey Ave

13 East Ave – Webber St to Bahia Vista St

14 East Ave –Adams Ln/Payne Park to 17th St

15 Boulevard of the Arts/6th St – Cocoanut Ave to Gillespie Ave

16 Orange Ave/McCellan Pkwy –Osprey Ave to Hillview St

17 Orange Ave –Alta Vista St to Fruitville Rd

18 Orange Ave – Fruitville Rd to 21st St

Osprey Ave/Bay Rd –US 41/South Tamiami Trail to Lincoln Dr (south of 19 Downtown)

20 Osprey Ave – Lincoln Dr (south of Downtown) to 10th St

21 Lime Ave – Ringling Blvd to 12th St

22 Bradenton RdS –U 41/North Tamiami Trail to Dr M.L. King Way

23 Myrtle St – Bayshore Rd to US 301/Washington Blvd

24 17th St –Orange Ave to US 301/Washington Blvd

25 12th St – Tuttle Ave to Beneva Rd

26 10th St –Orange Ave to Gillespie Ave and 8th St

27 8th St – Gillespie Ave/Gillespie Park to Lockwood Ridge Rd

28 Lockwood Ridge Rd –Bahia Vista St to 17th St

29 Beneva Rd –City Limit to Fruitville Rd

30 Circus Blvd – Beneva Rd to Circus MURT

31 Bahia Vista St –Orange Ave to US 41/South Tamiami Trail

32 Waldemere St –US 41/South Tamiami Trail to Tuttle Ave

33 Hillview St –Orange Ave to US 41/South Tamiami Trail

34 Webber St –US 41/South Tamiami Tail to City Limit/Shade Ave

35 Siesta Dr – Higel Ave(Siesta Key) to US 41/South Tamiami Trail

36 Siesta Dr – US 41/South Tamiami Trail to City Limit/School Ave

37 Shade Ave – Webber St to Fruitville Rd

38 School Ave – Webber St to Adams Ln/Payne Park CiCityCty ofof SarasotaSSa asota – ExistingEist i g adandd PilPotentialote t a MliMultimodal ut oda dl CoCiConnections ect o s

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April 2015